Automatic train stop



Nov. 25, 1924 I 1,517,195

J. M. COFFELDER ET AL AUTOMATIC TRAIN STOP Filed June 6, 1924 2 Sheets-Sheet 1 N15. z5, 1924, 1,511,195 I J. M. COFFELDER ET -AL AUTOMATIC TRAIN STOP Filld Jun. 6. 1924 2 Sheets-Shoot 2 O @O i o Y lvwantow qZ/W, (YQ/@iden 'Zodad 3511 uw m Patented Nov. 25, 1924.

UNITED STATES PATENT OFFICE.

JOHN M. COFFELDER AND nLMnn H. oLoYn, or RAVENNA, KENTUCKY.

AUTOMATIC TRAIN STOP.

Application led .Tune 5,

To ZZ "1c/fom t may concern.'

Be it known that we, JOHNM. Corrnnnnn and ELMER H. CLOYD, citizens of the United States, residing at Ravenna, in the county of Estill and State of Kentucky, have invented certain new and useful Improvements in Automatic Train Stops, of which the following is a specification.

rlhis invention relates to automatic train stop mechanism, especially adapted to be applied to locomotive engines, and it consists in the novel features hereinafter described and claimed.

An object of the invention is to provide an automatic train stop mechanism adapted to be actuated by a signal device, which is positioned adjacent the railway track, and which includes means carried by the locomotive, and adapted to engage the signal structure as the locomotive passes the same. whereby the brakes are applied, and the lo comotive is brought to a state of rest, in the event that a danger signal is displayed.

In the accompanying drawings Figure 1 is a plan view of the automatic train stop mechanism illustrating the same as applied to the locomotive and the truck of a tender.

Figure 2 is a fragmentary rear end view of the locomotive, with the mechanism applied.

Figure 3 is a detailed side elevational view of the signal mechanism, which is used in conjunction with the automatic train stop.

As illustrated in the accompanying drawings, the railway track is indicated at 1, the locomotive at 2, and the tender truck at 3.

A post 4 is erected adjacent the track 1 and a semaphore arm of conventional form is pivotally mounted at the upper end of the said post. A bell crank lever 6 is pivoted at the lower portion of the post, and a rod '4"' is pivotally connected at one end with one arn'i of the bell crank lever, and pivotally connected at its other end with the intermediate portion of the semaphore signal 5. A stand 8 is mounted adjacent the track and between the post 1 and the track nails. Braces 9 are interposed between the stand 8 and the post 4. A ramp member 10 is slidably mounted in the stand 8, for horizontal movement. A bar 11 is pivotally connected at one end with the ramp 10, and at its other end with one end portion of the bell crank lever 6. A lever 12 is fulcrumed at a point between the post 4 and the 1924. seran No. 718,277.

stand 8, and the intermediate portion of the lever 12 is pivotally connected with the bar 11, as best shown in Figure 3 of the draw ing.

It is apparent that by swinging the lever 12, the bar 11 may be moved longitudinally, whereby the ramp member will be projected from the stand 8 and toward the track rails 1. At the same time, the bell crank lever 6 is rocked, whereby the rod 7 is moved longitudinally and the semaphore signal 5 is swung' to danger indicating position.

A cylinder 13 is mounted upon the loco- F motive 2, and a throttle valve 14 of conventional forn'i is slidably mounted in the cylinder 13. A throttle lever 15 is pivoted upon the locomotive, and is arranged to swing along the dentate segniient 16 also mounted uponthe locomotive. A pawl 17 is mounted upon the lever 15 and is adapted vto engage the teeth of the segment 16, wherby the said lever is held at an adjusted pov sition with relation to the segment. A series of articulated links 1S operatively connect the pawl 17 with the stem of the valve 14. A pipe 1S is connected at one end with the cylinder 13 and at its other end with a. valve casing 19, which is mounted upon a holster 20, which is a component part of the truck of the tender 3. A pipe 21 also connects with the valve casing 19, and may lead to the air line of the train of cars and connect with the air brakes in a usual manner. The pipe 21 is extended through the cab of the locomotive 2, and is provided with a valve 22, which may be manually manipulated by the engineer for controlling the movement of the air under pressure to the brake mechanism of the train. Brackets 23 are mounted upon the journal boxes 24, of the tender truck 3, and spring pressed ends 25 arc slidably mounted in the brackets 23. rlhe springs are indicated at. 26 and bear against the portion of the bracket, at one end, and at the opposite end, against. a shoulder provided upon the pin 25. Longitudinally curved bars 27 are connected at their ends with pins 25, which are located at the same side of the truck 3, and each bar bridges the space between opposite brackets 23. A lever 28 is mounted upon the stem of the valve which is housed in the casing 19, and rods 29 are pivotallv connected at their inner ends with a lever 28. The said rods 29 are disposed in oppotitl directions, and their outer portions are slidably received in loops 30, which are mounted at the end portions of the bolster 20. The outer ends of the rods 9, are disposed in the path of movement of the inner edges of the bars 27, which arey located beyond the sides of the truck.

When the lamp is projected, and the signal panel 5 is moved to the position to indicate danger, by the use of the lever 12, as hcreinbefore described, and as the locomotive passes the signal, the adjacent bar 27 slides along,` the end of the projected ramp 10, and the bar is moved in an inward direction against the tension of the spring` 26. VThe inner edge ot' the bar comes in Contact With the outer end of the adjacent rod 29, and the said rod is moved longitudinally, whereby the lever 28 is swung', and the valve in the casing is operated or turned, so that communication is established between the pipes 1S and 21, and the air under pressure is permitted to move in the pipe 21, and operate the brake mechanisms which are carried by the cars which make up the train.

The cylinder 13 is provided with the usual air escape openings, one of Which is to permit a small amount oi air to escape, to bring the brake up to the Wheels and apply'the brake on the head end frame, and not shut oit the throttle'until this is done.

The volume of air thus increases in the air cylinder, and moves the throttle to a closed position and escapes out of the other opening. By this action, the brakes do not aipply throughout the Whole length of the train at once. The hand lever 12 may be unlocked or disconnected from the stop block and the semaphore arm may be moved Without moving the stop block and thus an engine may be permitted to go by the signal when necessary and Without disturbing the stop block. After the engine passes, the lever should again be attached tothe stopblock to cause a succeeding` train to come to a stop it necessary.

Y Having described the invention, what is claimed is:

An automatic train stop comprising brackets adapted to be applied to the journal boxes ol' a truck, spring pressed pins slidably mounted in the bracket, a longitudinally curved bar connected With the pins and bridging the space between the brackets, an air controlling valve mounted upon the truck, andy a rod operatively connected with the valve and having an end portion lying in the path of movement of said bar.

In testimony whereof We ailiX our signa tures.

JOHN M. oorrnnnna. ELMER H. oLovn. 

